Improvement in car-brakes



4 SheetsShe"et I.

, E. O. RICHARD.

CAR-BRAKE.

Patented Sept. 19, 1876.

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NJPETERS, FKOTD-LITHOGRAPNEK WASHINGTON, D. C.

4SI1eer.t -,-Sheet4. E. O. RICHARD;

- CAR-BRAKE.

3z 473 Patented Sept. 19, 1876.

WITNESSES Y INVENTOR Attorneys;

ILPETERS, FHOTO-UTNOGHAPHER, WAsHmGTON. 0 CV U IT D STATES EDMOND o.RICHARD, OFQUEBEG, QUEBEC, CANADA, AssIe onoE PART .HIs INTEREST TO JEANE. RICHARD, OF COLUMBIA, sonTH CAROLINA,

PATENT. OFFICE.

AND JOSEPH C. RICHARD, OF QUEBEC, CANADA.

IMPROVEMENT IN CAR-BRAKES.

Specification forming part of Letters Patent No. 182,478, datedSeptember 19, 1876; application. filed V August 8, 1874. j

To all whom it may concern;

Be it known that I, EDMOND O. RICHARD, of Quebec, in the Province ofQuebec and Dominion of Canada, have invented a new and valuableImprovement in Automatic Car- Brakes and Couplers; and I do herebydeclare that the following is a full, clear, and exact description ofthe construction and operation of the same, reference being had to theannexed drawings, making a part of this speci-' in the brakes can beapplied at the engine to each car in succession from the rear car.

The nature of my invention consists, first, in a branch chain, which isattached to devices for cutting off steam and reversing, and whichextends through the entire'train, and is connected at the rear end ofthe rearmost car to a return branch chain, which is carried aroundpulleys on sliding bars, which actuate the brake-levers, and attached toa Windlass on the locomotive, as will be hereinafter explained.Secondiin a novel contrivance, in combination with the lever, forcutting oif steam and reversing the engine, whereby these operations maybe effected automatically by the actof applying the brakes, or in theevent of a car leaving the track, as will be hereinafter explained.Third, in a novel arrangement of guide-pulleys beneath the tender, inconnection with the two chain branches, whereby the ends of the chainson the tender can be changed right or left, as will be hereinafterexplained.

The following is a description of my improvements: In the annexeddrawings, A

designates the bed of a tender, and B one of the trucksthereof. D D arebrake-bars, carrying brake-shoes a a on their ends, and D is a rod,which is connected at one end to one of the bars D, and at the other.end to the lower end of a brake-lever, D which is pivoted to the bar D"and loosely attached to an obliquely-arranged bar, E, which is suitablyguided between the longitudinal beams-of the bed A, and acted on by aspring. (Indicated in dotted lines, Fig.1.) Alongside of the bar E isanother bar E, which actuates the brakes of the other truck of thetender in a precisely similar manner to that above described. Thebraking devices on the coaches are constructed and operated like thoseonthe tender, the

only difference being that'on the coaches the bars E E are straight. Iemploy two brakechains, b b, one of which, b, is attached to a Windlass,F, on thelocomotive G, and is carried directly through the train pastpulleys c, and between pulleys c 6 and at the rear end of the rearmostcar the chain bis attached to the chain 1), which latter is carried backbetween pulleys e 6 around pulleys d d in bars E E, thence past pulleyse, and at the locomotive this return chain is attached to a segment, f,which is pivoted to a fixed are, 9, in the engineers cab. The chain bpasses from the rear forward and around the pulleys d d in such. amanner that in the act of applying the brakes the bars E E are moved inopposite directions longitudinally. The bars E E on the tender arearranged obliquely to allow the ends of the chains 1) b thereon to becrossed when the tender is turned around, so as to have the chains 1)bin line with their respective chains on the coach to'which the tenderis coupled. When the chains are so crossed they play around pulleys e,which are between the pulleys e at the ends of the tender and coaches.The Windlass F is applied so as to turn loosely, and to receive endwiseplay on a horizontal shaft, h, in rear of the axle H of thedriving-wheels H. On one end of the Windlass F is a spur-wheel, t, andon the other end is a cone-shaped friction-wheel, j. The wheel iisintended to engage with a wheel, is, fast on the axle, which engagementcan be effected by means of a hand-lever, I, and a forked armconnection, I, which latter embraces an annular groove in one end of theWindlass.

The wheel j is-inte'nded to work in combination with an anti-frictioncam, j, which is fast on the axle H, for ordinary use in the applicationof the brakes. In extraordinary cases, when it is necessary to prevent acollision between trains, wheel i is made to en gage with wheel Ia, andall the brakes are brought uphard on the truck-wheels.

The reversing-lever K is provided with a spring-latch, Z, adapted toengage in. one or the other of several notches madein the edge of thefixed arc g, and hold the lever K in any desired position. When lever Kis in the po sition shown in Fig. 3, steam is cut off from the engine.When forward of this position steam is on, and when in rear of saidposition the engine is reversed. The segment f has a hooked portion, f,formed on its front upper corner, in rear of which thesegment presents acam-shaped edge, which is directly under the latch I. When lever K ismoved forward to let on steam and start the engine, the segment f iscarried with it by the lever'pressing against the hooked portion f. Apin is then inserted into one of several holes, a, through the are 9,for the purpose of stopping lever K at the cut-off point, or at areversing-point. Now, when the Windlass F applies the brakes, or shouldthe brakes be applied by a car in thetrain leaving the track, the returnchain 11 will draw back the segment f,

and with it the lever K, thus automatically cutting off steam orreversing the engine. I

N designates a draw-bar, and m the drawhead. 1) is a coupling-pin, whichpasses horizontally and laterally through the bar N, just in rear of thehead m.

What I claim as new, and desire to secure l, the lever K, the notchedare g, and the brakechains 1) b, substantially as described.

3. The guide-pulleys e e on the rear of the tender, in combination withthepulleys e e and c obliquely-arranged brake-bars E E, provided withpulleys d d rotating in slots therein, and brake-chains b 1), wherebythe latter can be crossed when the tender is turned around,substantially as described.

In testimony that I claim the above I have hereunto subscribed my namein the presence of two witnesses.

EDMOND O. RICHARD.

Witnesses:

GEORGE E. UPHAM, H. O. HOLLINGSHEAD.

